B737 captain reported being cleared to intercept the localizer at stl; but after intercepting cannot...

Narrative:

Being vectored for ILS 30R in stl. Approach told us to maintain 4000 ft; fly heading 270 and join the 30R localizer. We intercepted the 30R localizer and asked approach if we were cleared for the approach. No response. The first officer asked if we were cleared for the approach two additional times with no response. When we finally got clearance for the approach; we were one mile from the FAF and 1000 ft high on the glideslope. We told approach we were going around and were vectored to the west to rejoin the ILS 30R. The same thing almost happened again; it took the first officer three tries to get us a clearance for the approach; but he managed to get it in a timely manner and allowed us to commence a stabilized approach. Inside the FAF; tower told us to 'maintain maximum forward airspeed to the airport' in actual IMC conditions.ATC needs to quit trying to fly everyone's aircraft and do their job; which is to coordinate traffic. Stl simply forgot to issue us an approach clearance once we had joined the 30R localizer. And to almost do it again after we went around the first time was unsatisfactory. Only continued persistence by the first officer got us in the second time.

Original NASA ASRS Text

Title: B737 Captain reported being cleared to intercept the localizer at STL; but after intercepting cannot obtain clearance for the approach until it is too late to start. The second approach results in nearly the same scenario and only persistence by the First Officer produced a timely clearance.

Narrative: Being vectored for ILS 30R in STL. Approach told us to maintain 4000 ft; fly heading 270 and join the 30R Localizer. We intercepted the 30R Localizer and asked Approach if we were cleared for the approach. No response. The First Officer asked if we were cleared for the approach two additional times with no response. When we finally got clearance for the approach; we were one mile from the FAF and 1000 ft high on the glideslope. We told Approach we were going around and were vectored to the west to rejoin the ILS 30R. The same thing almost happened again; it took the First Officer three tries to get us a clearance for the approach; but he managed to get it in a timely manner and allowed us to commence a stabilized approach. Inside the FAF; Tower told us to 'maintain maximum forward airspeed to the airport' in actual IMC conditions.ATC needs to quit trying to fly everyone's aircraft and do their job; which is to coordinate traffic. STL simply forgot to issue us an approach clearance once we had joined the 30R Localizer. And to almost do it again after we went around the first time was unsatisfactory. Only continued persistence by the First Officer got us in the second time.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.

Attributes
ACN	1339051
Time
Date	201603
Local Time Of Day	0601-1200
Place
Locale Reference	T75.TRACON
State Reference	MO
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Make Model Name	B737-700
Operating Under FAR Part	Part 121
Flight Phase	Initial Approach
Flight Plan	IFR
Person 1
Function	Captain Pilot Flying
Qualification	Flight Crew Air Transport Pilot (ATP)
Experience	Flight Crew Last 90 Days 172 Flight Crew Type 15000
Events
Anomaly	ATC Issue All Types Deviation - Procedural Published Material / Policy

B737 captain reported being cleared to intercept the localizer at stl; but after intercepting cannot obtain clearance for the approach until it is too late to start. The second approach results in nearly the same scenario and only persistence by the first officer produced a timely clearance.